Quote:
Originally Posted by Calum
The subject of roll resistance keeps coming up, and guys like me keep getting told in some form or another that it doesn't matter, only conforming to the road surface matters. If that were true rock climbers would make the best tarmac race cars ever, with their 20 odd inchs of wheel travel and rolling like an old Corvette in a storm. Maybe I'm too old, or have read too many 'yo dogz my car iz stiff as nuts dog, coiloverrrzzzz!!' on the forums, but I can't get away from the idea that roll stiffness is still a large factor here. We need to prevent the weight from transferring around too much so the outside tires don't get overloaded and so the car can react to direction changes quickly. What am I missing?
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With regards to this part, there are a couple things:
1. Remember that total weight transfer is not affected by spring rate in a given corner. You can alter the proportion of weight transfer front and rear, but not the total.
2. Firmer suspension means quicker reactions and quicker weight transfer. The car changes direction quicker and feels nice. Very quick weight transfer can overload a tire rather than loading it up nice and progressively, so there's a balance.
3. Firmer suspension (and less roll) is a good way to minimize camber loss and suspension geometry changes.
- Andy